Air actuated time delay control switch



Sept. 16, 1952 Flled May 2o, 1949 SPf 16, 1952 E. H. MUsGRovE 2,610,990

AIR ACTUATED TIME DELAY CONTROL SWITCH Filed May 20, 1949 5 Sheets-Sheet 2 INVENTOR. Edward H. Musgrove Mam ATTORNEY Patenter'l4 Sept. 196, 19952 GFFICE SWITCH AIR C'TUfrED DELAY CoN-TRL vEdvvardH. lvlnsgrove, Denver, Colo. application Mayan, 1949, serial No. 94,449

'This invention 'pertains to a 'power centrer time delay Vsvi/itch for use on railroad rolling 'stock 'trical devices and equipment AisA increased the possible power drain on'the conventional battery system is'likewise' increased; 'Accordingly unless the operatorsof the rolling'stock orVv equipment are vproperly attentiveA to all their multifarious duties and gifted 'with a power "of memory beyond thatusually observed, the expensive batteries provided will sometimes `be damaged vwhen the operators forget to turn off `the main power lsupply upon leaving the equipment at destination or unloading dock.

The lrailroads are now providing radio intere communication'betweenthe Caboose and engine of lfreight trains, and during operation'this intere communication system is normally left on. AIf the main control switch is not turned olf when the freight train is 'pulled into a terminal for unloading orother purposes it is entirely pos'- sible that the'batteries will'be discha'rgedto such an extent that they Willnot again provide power when needed. In addition such a complete draining of thepower reserve of the batteries will'necessarily damage the plates'and in some instances make replacement of the batteries necessary.

v Because of the increased use of electrical power and because of the frailties of human nature, it has been found necessary and desirable 'to develop van automatic means for cutting oir` the electrical power when railroad rolling stock or other types of transportation vehicles are not Yin use. The applicant has found that this .purpose can `well be served by the use of a'main electrical power control switch which is itself actuated by the air system of the train or vehicle. Aetnation of 'this power control switch through the medium ofthe airsystem has been vfound espe-k melanie. (c1. 1v1- 97)l out of service whenever the engine is uncoupled from the train or 'the tractor is uncoupled from conventional trailer trucks. Accordingly, the air system can be provided with an effective and reliable electrical power control switch to regulate the use of electrical power when the transportation vehicle is out of use. As an added feature of this invention, further means are provided for a time delay of variable duration between the time that the air system is unco'u'pled and the Nelectrical power is positively cut olf. This provides the electrical power often desirable for a short period of time after the train has been uncoupled while preventing the use of electrical energy for long periods of time unless necessary.

Recognizing the problems 'and conditions as they are,'the applicant provides means for relim'- inating these problems and satisfying the following objects:

To provide a device for conserving battery power in transportcarriers by preventing inadvertent expenditure of electrical energy when the carrier is not in use while further providing for emergency use as necessary.

To provide an electrical power control switch operablev in accordance with changes in the pressure of the air system of conventional transport carriersto regulate the expenditure of electrical energy when 'the carrier is not in use.

To provide an electrical power control switch operable asset forth above having means for delaying the time of electrical power cutoff for a predetermined period after the change of pressure within the air system.

To provide various means for use with an electrical power control switch for delaying the time of `'power cutoir in transport Vcarriers for predetermined periods measurable subsequent to the time that the carrieris put'ont of use.

To vprovide a device for conserving battery power in transport carriers in accordance with theprinciples of this invention as set forth below.

Brieiiy stated this invention provides a mechanism Iwhich .may be connected into the air sy'stem of conventional types of transport carriers to regulate the opening and closing of a main electrical power control switch. vEssentially the device consists of an air cylinder connected in the air system and having a'pist'on for reciprocal movement within the cylinder. Movement of the piston is transmitted by suitable means to energizeA a time delay control mechanism which in turn' throws the electrical power control switch to an on or oif position as desired after the ex` to the converter 22.

showing the arrangement of the device of this Y invention in relation to the electrical .power system of -a modern caboose provided with various electrical devices;

Fig. 2 is a schematic wiring diagram of a cir- 4 cuit used according to this invention;

Fig. 3 is an elevation in partial section showing a iirst embodiment of this invention in whichV a rack is used to drive a time delay device;

Fig. 4 is another elevation -in partial sectionof the device of Fig. 2 showing further'features of this embodiment;

Fig. 5 is an end elevation'of the embodiments shown in Fig. 3 showing other features of this invention; j

lFig. 6 is an elevation of a mod'ied form of piston for use in air cylinders of substantially the same lconstruction as those of Figs. 2 and 3; and

Fig. 7 is an elevation in partial section showr ing the features of a further embodiment of this invention incorporating a dashpot action for time delay Ipurposes.

YReferring now to the drawings, the general features and working arrangement of this device will best be understood with referenceto Figs. 1 and 2. In these figures the applicant shows the installation of |his i-nvention within the -caboose I l of a modern freight train. As is igeneral practice, the caboose II is provided with a generator'- battery system adapted to be driven from the axle I2 upon which wheel lI3 is likewise mounted. When wheel I3 rotates due to the movement of the caboose II .along the track I4. the axle I2 will rotate thereby causing movement of the generator drive belt I9. Drive belt I6 in turn causes rotation of the pulley and shaft I1 of generator I8 to generate electrical current which is yconducted by suitable means to the battery I9 or directly to the main power circuit 2I within t-he caboose II, which is connected directly to the battery. Preferablythe electrical energy 4delivered from the -generator I8 to the battery I9 or main'power circuit 2| is reg-ulated in voltage'through .use of a voltage regulator (not shown). If a voltage regulator is to be used, it may be mounted within the .cabinet 23 to regulatey the now of current Likewise other switching means may be provided Within the cabinet 23 4and switch box 24 to allow for various types of circuit interconnection in the electrical system. For the purposes of this invention it will be adequate to assume that all the power passing from either the battery I9 or the `generator I8 must be carried through th-e main power circuit 2 I, and thence through the circuit 2Ia to the converter 22. In the circuits shown the converter 22 steps up the voltage from 32 volts D. C. to 1110 voltsy A. C., and -it is thisv stepped up power that is de-` livered to the radio gear 26 through the lines 21.v

Power of the same voltag-e is likewise connected to other circuits having terminals within the cabinet 23 o-r switch box 24 to energizeot'her electrical apparatus as necessary.

A switch 28 is provided in parallel Iwith the main power circuit 2I to energize :a circuit inclusive of a relay thereby actuating the main power switch 25. The position of this switch 28 is regu-lated by the power control device 29 which is the main feature of this invention. Before referring to Figs. 3, 4 and 5 which show a preferred form for the power control device 29, it should be noted that the .device 29.v is connected .in the air system 3l of thetrainand of the caboose II by means of pipes 32. Thus, whenever the air couplings 33v of the -caboose II are interconnected with similar couplings 33 of other cars and the air compressor in the engine is driven, air pressure will be transmitted through the train air system to the caboose I I and through the air system 3l of the caboose toV the power control device 29.

Referring now to the aforementioned Figs. 3, 4` and 5 the features of one embodiment of this invention will be more fully described. In these gures it will be noted that the applica-nt provides an air cylinder 34 having suitable mounting lugs 35 attached thereto. The air cylinder 34 is provided with Ia cylindrically shaped opening 31 in through which air under pressure lmay beintro-V ment. While the structure of this power control device 29 is generally cylindrical and is provided,`

with a `cylindrical opening 31 therein, it is to be understood that throughout the description and claims of this application the term air cylinder" is used in accordance with a common machine usage to designate any type of structure usable for this same purpose notwithstanding the fact that it may be of other than circular cross section. This broader usage of the term is fully war-I ranted inasmuch las it is not at all necessary that the 'power control device or the piston 38 be'of circular cross section. The air cylinder 34 is provided at one end with an air. entrance opening 39 duc-ed to cause movement of piston 38 toward the 'bottom 4I of the -cylindrical opening 31. When arranged for use in the system described above the. y air opening 39 Wi'll be connected with the pipes :32 as previously shown and described in'connection with Fig. 1. If desired a m-oisture'and solids materials trap may be installed in the line 32 adjacent opening 39 to prevent injury to the aill cylinder 34.

A spring 42 is positioned within lthe cylindrical opening 31 so that one end thereof is engaged with the bottom 4I while the other end thereof is engaged with a shoulder 43 on said piston 38.

The. spring 42 tends to move the piston 38 awayl from the bottom 4I whenever the air pressure in the air system is relieved or reduced' below a predetermined pressure. In order to prevent any passage of air under pressure from the opening 39 back into the cylindrical opening 31, packing 44 or a ring or other pressure retaining device is placed in a groove 46 formed in the cylindrical face 41 of piston 38. 44 prevents any disruption of the balance between the air pressure and the spring pressure The air cylinderr 34 is further provided with a smaller elongated passage 48' which passes through the body of the air cylinder 34 from the bottomof the cylindrical opening 31 to the end of: the air' cylinder 34 opposite from' the air opening 39. At this opposite end 49 of the air cylinder 34, the Vpassage 48 is provided Awith threads 5I for the reception of 'an adjusting screw 52 which may be locked in any adjusted.

This packingI position bymoving the lock nut 53 downwardly into engagement with the end'of the air cylinder 34. A rod 54 having gearteeth 56 cut in. one face thereof to provide a rackis arranged for reciprocal movement through. passage 48 and cylindrical opening 31.. One end 5l of therod 54 is. engaged within a boss .58 formed on the piston 38. The opposite end 59v of the rod-54 isxarranged for free movement within the passage 48.throughout the length 4of a stroke determined by the position of the adjusting screw Y52. Thusthe piston38 may befmoved through the cylindrical'opening 3'1 under .the 'influencent the airpressure until either therboss 58comes in contact zwith thebottom 4|l of theopening 3? onuntil the end 59 Yof rod v54l comesrinto, contact with the adjusting screw 52. The ,gear teeth 55 of rod 54 are arranged for engagement with the teeth 59 of a gearI El which isin turn engaged to a square shaft 62 vof a time delay control mechanism G3. For the embodiments shown the time delay control 53 is of such nature that the shaft 62 rotates freely in a iii-st direction to energize the mechanismof the time delay control 63 and is arrangedfor regulated movement in an opposite directionby means of an internal escapemechanism or thelik-r.v lWhen properly arranged, the rodf59 rotates theshaft E2 in said iirst direction as the piston 38 is moved toward the bottom 4l. of the cylinder 31 under the yiniiuences of air pressure. When ythe rod has moved'through its full stroke as limited by either the adjusting nut 52 or the boss 58, any further movement of the shaft 62 must be in aY reverse direction. This movement in the reverse direction can only occur whenever the air pressure within the air cylinder 34 is relieved. rlhus ii thecaboose His uncoupled from the rest of the train and the air pressure is thereby released, piston 38 willjreturn toits position as shown in Fig.- Sbecause of thel force exerted bythe spring 42, `The rack 54 however, does not return with the piston, but slides free in boss 5t.. The rate of movement of the rack in this reverse direction, is limited by the mechanism within the time delay control device 63. Y

Several different types of mechanisms now well known to the time delay control art are well -suited to the purposes of .this invention. When properly installed, various of thesermechanisms canbe regulatedso that movement from the position shown in Fig. 4 to the pressure relieved position shown in Fig. 3 will consume almost any desired time interval. For the purposes of this invention a time delay period of approximately twenty minutes has been found most useful. The lock nut 52 however makes itentirely possible to adjust the time delay period 5 is provided with other features which'make it especially useful as a time delay control device on transport vehicles. Oftentimes it is desirable to have electrical power within such vehicles even at times when the carrier is disconnected from motive equipment-and in an out-of-use status.' Whenever it is desired to have the use ofv various electrical equipment` within the Vehicle, the operator; trainman or any of-the .maintenance personnelim'ay close. the electrical circuit through switch :28 by pressing the knob 66 locatedinone end of the air :cylinder 34. Upon pressingthe knob iiE the'shaft El which passes through the air cylinder nut 63 Will'be movedreciprocally with respect to the nut 63. A button vt!! ori-the end of .the shaft 57 will then come into engagement with an interior face 'll of the 4cylinder. 38. 'Further movement of the knob S6 then'causes the piston 38 to be movedin its iirst directiontherei bycompressing the spring 42 and moving therod 54 to its full limited position. Since there will be no air pressurein the cylindrical .opening 37, the vpiston 38 will at once move'backtoward its pressure relieved position. The rack :will tend to ,move in the .same direction Vbut isuch movement will be regulated by the time delay control 63 as previously explained dueto .the meshing of the gear 6l and the gearteeth 56. The electrical power within they carrier will stay on until the rack has returned to its full pres-- sure relieved position when the'electrical power will again be cut oi. For general purposes'the twenty minutetime delay interval ,chosen will be adequate to assure the completion of any task which may be aided by the use of electrical power. At the same time, however, the batteries are again protected from inadvertent damage due to prolonged and unnecessary use. If `con--A tinued use of the electrical power is actually necessary, the knob 65 maybe pushed asmany times as desired to allow the full period of use.

While it may at iirst seem inconvenient 'to have to keep pushing the knob 65, thisinconvenience has proved to be desirable inasmuch as the battery power will be conserved for essential operation instead of being consumed for the convenience or pleasure of the operators or repairmen. In modern railroad operation where the passenger trains are presentlyl provided .with radio sets, moving pictures and other electical apparatus, it has been found that maintenance personnel areprone to use these facilities Awithout regard to the limitations inherent in battery power. It has been the experience of those operating electrically equipped carriers that `vthis type of unauthorized usehas caused considerable damage to the batteries of the powersource.v When this complication is added to that resulting from inadvertent neglect of the main power switch, present arrangements represent a consid erable loss in time and materials. The device of this invention as described is quite successful in preventing these inordinate losses and therefore represents a considerable improvement over prior arrangements.

The advantages of this invention are not coniined tothe single embodiment shown and described. In .fact there are various ways of accomplishing the objects of this invention. Separate means for accomplishing these objects are shown in Figs. 6 and 7. In Fig. 6 the inventor provides a piston 12 having a shaft 'I3 aixed' thereto. The piston 72 and shaft 13 as shown may be placed for reciprocal movement in an' air cylinder similar to that shown in Figs. 3, tand 5. As before explained the reciprocal movement of the piston 'l2 in a iirst direction is limited'by an adjusting nut 'I4 similar in detail and in use to the adjusting nut 52 of Fig. 2. A collar 16 is provided on the shaft 'i3 and so positioned `as to engage a cam member .'1 rotatably mounted on the shaft 'i8 of a time delay control device (not shown). In this arrangement movement of the .piston 12 causes the collar 18 to come into contact with the cam member 11 thus rotating the shaft '18. When the shaft 18 is rotated in a Dredetermined direction, the time delay control mechanism will be energized. After the engagement between the Vcollar 'I6 and the cam 11, the time delay control device chosen may be arranged to open the switch 28 after the expiration ofk a predetermined period, thus opening main power switch 25. Actually the operation of this second type of piston as shown in Fig. 6 is in many ways similar to the operation for the air cylinder'34 as previously described inasmuch as airpressure applied against face 'I9 of the piston 12 causes movement in the direction as indicated by the arrow P, and a spring or other type of resilient number forces the piston 12 back to its normal pressure relieved position by application of force in a direction opposite to that indicated by. the arrow P.

:.A still further embodiment of this invention is shown in Fig. 7. In this ligure it will be noted that the air cylinder 8l is likewise provided with a piston 82, a piston shaft 83 and an adjusting nut 84. Further the piston 82 is moved in a rst direction by the introduction of air under pressure through air inlet opening 8B, and a spring 81 isprovided to force the piston 82 back to its normal pressure relieved position when the air pressure is released. Air cylinder 8| is distinguished from air cylinder 34, however, by the provision of a dashpot action to hinder and regulate the return movement of the piston 82.

The dashpot action incorporated requires the use'lof a second piston x88 attached to the shaft 83 and mounted for reciprocal movement within a closed cylindrical passage 89. The piston 88 is provided with a valve opening 9| and a meteringzjet 92. The cylindrical passage 89 is lled with'a fluid .compound preferably having a consistency -and viscosity comparable to hydraulicV fluid or even heavier oil. When the piston V82 is moved in'its rst direction under the inuences of air pressure the fluid within the cylindrical passage 89 passes freely Vthrough the valve opening 9| lthus offering but minor resistance to the movement of the piston 88. After' the piston 82 has moved to its full vlimited position as governed by the adjusting nut 84, a check valve 94 mounted in the valve opening 9| will be closed and all communication between the portions of the` cylindrical passage 89 on opposite sides of thepiston 88 will be through the metering jet 92. Since the metering jet 92 is of relatively small size, the return of the piston 82 to its pressure-relieved position under the force exerted by the spring 81 will be relatively slow.

. *By adjusting the size of the metering jet 92 or changing the viscosity of the liquid within the cylindrical passage 89, the interval required to return the piston to its pressure relieved position may be changed. VWithin limited ranges other interval duration changes are possible by adjustment of screw 84. When the piston 82 does return to its pressure-relieved position, the outer face 96 ofthe piston 82 comes into contact with projection 91 on the switch arm 98. As a result of the contact between the piston 82 and the projection 91, electrical contact points 99 will be opened, thereby in turn opening the main power control switch 25.

It will be apparent from the foregoing decription that the device of this invention is adaptable to various changes and modifications.

Accordingly the applicant does not wish to be limited to the specific forms shown and described but intends only to be limited within the scope of the hereunto appended claims.

What is claimed is:

1. A system for regulating the use of electrical power in railroad rolling stock having a generator-battery source of electrical energy and a pressure air system, comprising an electrical circuit for carrying electrical energy from said generator and battery to various positions of use in said rolling stock, a switch in said circuit, an air cylinder connected in the air system of said rolling stock having a piston movable in one direction by the air pressure in said system, a. force exerting mechanism contained within said cylinder for moving said piston in an opposite direction, and an energy transmitting member positioned along the reciprocal path of said piston at a Ipredetermined point in its range of movement andoperable by contact with said 4piston to actuate said switch.

2. A system for regulating the use of electrical power in transportation vehicles having a generator-battery source 0f electrical energy and a pressure air system, comprising a main circuit for carrying electrical energy from said generator and battery, a switch in said main circuit for regulating the use of electrical energy throughout said vehicle, and a time delay control mechanism operable by pressure variation in the air system of said vehicle in actuating connection with said switch.

3. A system for regulating the use of electrical power in transportation vehicles having a generator-battery source of electricalenergy and a pressure air system, comprising a main circuit for carrying electrical energy from said generator andv battery, a switch in said main circuit for regulating the use of electrica1 energy throughout said y vehicle, and a time delay control mechanism operable by pressure variation in the air system of said vehicle in actuating connection with said switch to open and close said switch.

4. A system for regulating the use of electrical power in transportation vehicles having a generator-battery source of electrica1 energy andV a pressure air system, comprising a main circuit for carrying electrical energy fromsaid genera- .tor and battery, a switch in said main circuit for regulating the use of electrical energy throughout said vehicle, and a time delay -control mechanism operable by pressure variation in the air system of said vehicle to control the opening andl closing of said switch, said time delay control mechanism being adapted to open said switchl only after the expiration of a predetermined time interval after said variation of pressure.

5. A system for regulating the use of electrical power in transportation vehicles having a generator-battery source of electrical energy and a pressure air system, comprising a main circuit for carrying electrical energy from said generator and battery, a switch in said main circuit for regulatand battery, a switch in said main circuit for regulating the use of electrical energy throughout said vehicle, and a time delay control mechanism in actuating connection with said switch, said time delay control mechanism being operable when the pressure in said system is relieved.

7. A system for regulating the use of electrical power in transportation vehicles having `a generator-battery source of electrical energy and a pressure air system, comprising a main circuit for carrying electrical energy from said generator and battery, a switch in said main circuit for regulating the use of electrical energy throughout said vehicle, and a time delay control mechanism in actuating connection with said switch, said time delay mechanism being adapted to open said switch after the expiration of a predeter- I' mined time interval after said pressure is relieved.

8. A system for regulating the use of electrical power in railroad rolling stock having a generator-battery source of electrical energy and a pressure air system comprising an electrical circuit for carrying electrical energy from said generator and battery to various positions of use in said rolling stock, a switch in said circuit, an air cylinder connected in the air system of said rolling stock having a piston movable in one direction by the air pressure in said system, a time delay control device `adjacent said air cylinder, and an energy transmitting member positioned along the reciprocal path of said piston operable by contact with said pist-on for actuating said time delay control.

9. A system for regulating the use of electrical power in railroad rolling stock having a generator-battery source of electrical energy and a pressure air system comprising an electrical circuit for carrying electrical energy from said generator and battery to various positions of use in said rolling stock,` a switch in said circuit, an air cylinder connected in the air system of said rolling stock having `a piston movable in one direction by the air pressure in said system, a, time delay control device adjacent to and operable by said air cylinder, and energy transmitting means interconnecting said time delay device and said switch for controlling said switch.

10. A system for regulating the use of electrical power in railroad rolling stock having a generator-battery source of electrical energy and a pressure air system comprising an electrical circuit Ior carrying electrical energy from said generator and battery to various positions of use in said rolling stock, a switch in said circuit, an air cylinder connected in the air system of said rolling stock having a piston movable in one direction by the air pressure in said system, a time delay control device adjacent to and operable by said air cylinder, and energy transmitting means interconnecting said time delay device and Said switch for opening said switch 10 after the expiration of a predetermined time interval.

11. A system for regulating the use of electrical power in railroad rolling stock having a generator-battery source of electrical energy and a pressure air system compri-sing an electrical circuit for carrying electrical energy from said generator and battery to various positions for use in said rolling stock, a main switch in said circuit, an air cylinder connected in the air system of said rolling stock having a piston movable in one direction by the air pressure in said system, a force exerting mechanism within said air cylinder for moving said piston in an opposite direction, a time delay control device adjacent said air cylinder, an energy transmitting member positioned along the reciprocal path of said piston operable by contact with said piston for energizing said time delay control, and a second electrical switch operable by said time delay control after the expiration of a predetermined time internal for opening said main switch.

12. A mechanism for regulating'the use of electrical power in transportation vehicles having a generator-battery source of electrical power and a pressure air system, comprising an electrical circuit for carrying electrical energy from said generator and battery to various positions of use in said transport vehicle, a main switch in said circuit, an air cylinder connected in said air system, a piston for reciprocal movement in said cylinder, means for introducing air under pressure into one end of said cylinder to move said piston in a first direction, resilient means within said cylinder for moving said piston in an opposite direction, an auxiliary cylinder within said air cylinder, a piston rod in engagement with said piston for movement therewith, an extension on said piston rod extending into said auxiliary cylinder, an auxiliary piston on said extension having openings therein, uid in said auxiliary cylinder, said iluid and said auxiliary piston being adapted to provide a dashpot action for regulating the rate of movement in said opposite direction, and a second electrical switch positioned adjacent said piston when in its pressure relieved position to be opened by said piston, thereby opening said main switch.

EDWARD H. MUSGROVE.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 795,726 Nightingale July 25, 1905 897,676 Thompson Sept. l, 1908 2,153,247 Hamilton Apr. 4, 1939 2,231,052 Bryson Feb. 11, 1941, 

